In addition to the study (image and video) shown in Geneva there is to report important from the new Volvo engines. Here we will not talk again about pure electric driving or Plug-In Hybrids or all-wheel drive by additional electric motor. No, the topic is the normal internal combustion engine at Volvo.

The engine program was in fact changed significantly. If you consider that one gave the order to construct six-and five-cylinder in-line engines and in one case even a V8 for transverse installation, the step to exclusively four cylinders is really remarkable.

It goes even further, namely by speaking of 30% identical parts between petrol and diesel engines. Of course, not just the pistons, but at least the block and the bedplate construction and the arrangement of balance shafts. There are always 1969 cc, 82.0 mm bore and 93.2 mm stroke. It is probably planned a three-cylinder engine with the same unitary capacity.

Despite equality different performance classes are possible. The petrol engines receive a stepped turbocharging. The petrol engines receive a graded turbocharging. Composed of a Roots compressor with a downstream turbocharger. The former can be avoided and switched off by the clutch as soon as rotational speed regions are reached at which no more a turbo lag threatens. After all, 400 Nm at 2100-4500 rpm and 225 kW (306 HP) are reachable.

Almost still more differentiated be dealed with the diesel engines. While the smallest remains without charge, the next stronger receives a turbocharger similar the at the petrol engine and the even stronger an additional VTG charger for the lower speed range. So torques are possible between 350 Nm at 1500-4800 rpm and first of 400 Nm at 1700-2500 rpm, performances of 88 kW (120 hp) to 169 kW (230 hp).

Inside the engine there is at the gasoline engine next to the petrol direct injection 'only' the temporal camshaft adjustment. Any variable valve lifts or lean concepts one looks in vain. As a result special exhaust systems are not necessary. This is also true for the diesel engines, no AdBlue or other ammonia solutions and no diesel fuel injected into the exhaust system. Euro 6 will achieved nevertheless and if you ask after consumption, you get the reference to possible up to 95 g/km.

For low fuel consumption the six-speed manual transmission is more helpful than the automatic with at least eight speeds. One should think that the large number of gears however could be spread in such a manner that a significant saving would be possible, but either one spreads not enough or the the hydraulic of the torque converter automatic "eats" more than everything, even though the converter is really only needed for starting. 03/14